sloane



W. W. SLOANE.

MINING LOCOMOTIVE- APPLICATION FILED NOV. 25. 1918.

Patented Aug. 30, 1921.

3 SHEETSSHEET I.

W. W. SLOANE.

MINING LOCOMOTIVE- APPLICATION FILED N0v.25,-191s.

1,389,076. Patent dAug..30,1921.

HEETS-SHEET 2.

W. W. SLOANE.

MINING LOCOMOTIVE- APPLICATION man NOV- 25, 1918.

1,389,076. Patented Au 30, 1921.

3 SHEETS-SHEET 3.

umren STATES PATENT OFFICE.

w. SLOANE, or cIIIoAGo, ILLINOIS, AssIoNoR T0 GOODMAN MANUFAC- TUBING COMPANY, or CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

To all whom z'tmay concern Be it known that I, WILLIAM W. SLOANE, a citizen of the United States, residing at Chicago, in the county of Cook and'State of Illinois, have inventeda certain newand useful Improvement in Mining-Locomotives, of

which the following is a specification.

This invention relates to storage battery locomotives particularlyadapted' for use in that the strains .aretransmitted-from one 7 section to another and in the particular construction shown from. jeither end section through the central section to the other end section, a'nd so that the pull. of the locomotive will not tend to lift-any of the wheels off the track or unduly reducev the load thereon. This vertical rigidity, however, tends to cause some of the wheels to be lifted from the I track where the track is undulating or uni 30 even, that is, where there are depressions and hills along'the rails of the track, or where one side of the track is higher than the other. One of the objects of my presentinvention is to, while maintaining this rigidity against relative vertical movementamong the sections longitudinally thereof, at the same time provide a proper relative vertical movement between the sections about an axis substantially parallel to the line of travel of the locomotive so that the wheels will properly engage the track where the track is uneven and where all of such wheels will be on the track even when one rail is higher than the other. The invention is illustrated in the accompanying :drawings, wherein- [Figure 1 is a view of one form oflocomotive embodying the invention.

Fig.2 isan enlarged plan view of one ofthe connections between two of the sections of the vehicle. V

Fig. 3 is a sectional view taken on the line 3-3 of Fig. 2." I

Fig. 4 is a sectional view taken on the line 4-4 of Fig. 3.

Fig.5 isaview of one of the connections Specification of Letters Patent.

other being on the other section.

MINING-LOCOMOTIVE.

Patented Aug. 30, 1921.

I Application filed November 25, 1918. Serial No. 263,997.

between the wheel axles and the frame of the machine.

parts throughand6 and the undriven wheels 7 and 8. The

several sections are connected together so as to form an articulated locomotive or vehicle. One form .of this connection is illustrated in Figs. 2, 3, and 4 and there is one such con- .nection between each end section and the central section. vEach connection between the several sections consists of two engaging parts 9 and 10 one being on one section the One of these parts is rigidly connected to one section and the parts are rotatably connected together so that they may have a relative rotative movement about a substantially vertical axis and means are provided for maintaining angular rigidity in all vertical planes between said parts. In the particular construction illustrated this angular rigidity is secured by the manner in which the two parts engage each other. The part 9 is provided .with a projection ll which'projects into a receiving opening in the part 10 and there 1s a groove 12 in the part 9 into which pro- .jects the upstanding part 13 on the part 10. Ball bearings 14* are located between the upstanding part 18 and the projecting part 1 1 on the part 9. There is preferably a sleeve 15 surrounding the projection 11 and a holding nut 16 on the end thereof. It will be seen that this construction maintains angular rigidity in all vertical planes between the parts 9 and 10 and yet permits their relative rotative movement about a substantially vertical axis. It is only desirable, however, to have this rigidity in a vertical plane longitudinally ofthe vehicle while on the other hand it is desirable to have vertical movement about an axis substantially parallel to the line of travel of the locomotive in order to maintain theproper relation between the wheels and the track when the track is uneven. In' the construction shown, to secure this result I arrange the part 10 so that it is particular method of securing this result in the construction shown consists in movably supporting the partlO upon a support 17 which is a cross piece extending from one side to the other of one of the sections. The

other section is a similar construction. This support 17 is provided with an opening or receiving space for the part 10 and the part 10 is movably connected thereto in any desired manner as by means of the projections 18 and 19 which fit into openings in the support 17 (See Fig. 4.) I prefer to provide elastic devices such as the springs 20, 21, for resisting the rocking movement of the part 10 so as to keep the liattery from fiopping from one side to the other and to maintain the parts in theirproper position when in operation. 'lhese springs engage seats '22 and 23 on the part 10 and seats '24: and 25 connected with the support 1 Both connectrons between the central section and the end sections may he similar; It will thus he seen tlrat t'his "connection secures the angular rigidity in all vertical planes between'the partsQand- 10, and 'that'the-eifect of this vertical angular rigidity about an axis substantially parallel to the line of the travel of the locomotive is removed. I have in this construction also shown the connecting pieces 26 one at eachsi'de oi ea'chend section. These engaging pieces are bent as illustrated and their ends engage the parts 27 movzrhly mounted in the frames of the sections and-"to which the axles of the wheels are connected. There are one or more springs '28 between each connectingpiece 26 and a support 29 connected with the frame. (See Fig.

This construction may he. used or omitted as desired, and when used helps to maintain the proper relation between the wheels and the track, the wheels and axles in this case moving with relation to the sections to secure this result. in "stating that I maintain angular rigidity in' the vertical plane I use these terms as meaning organized relative vertical angular rigidity, but do not exclude any small amount of relative movement due to the wearing of the parts or to clearance required for assembling and operating the parts! The necessity formaintaining vertical rigidity longitudinally of the machine will be appreciated when it is considered that the l'ocoiirotive is'ordinarily used to pull a train of cars, the draw bar,80 being connected with the adjacent car. Now it will be noted that as the locomotive moves along the traclr, there is a pull on this draw bar and since the draw bar, that is, the point where this pull is applied to the locomotive, must of necessity "be above the top of the rail upon which the wheels run, the pull, when the locomotive is in operatiomtends to revolve the whole locomotive around the point of contact between the wheels nearest the cars heing pulled "and the track upon which it rests. Now, if the end sections for example are connected to the central section by connections which permit'vertical relative movement between them in this line of pull, the pressure upon the tracks of the undriven wheels on the end section attached to the train of cars will be reduced, and they might be entirely raised from the track and the pressure on the track of the driven wheels of the other section will be afiected. lVith this rigid relationship", however, it would be seen in order to reduce the tractive efiort oi the undriv-en wheels on the end section attached to the train of cars it will he necessary to rotate the entire locomotive about a pivotal point consisting of the point where the rearmost wheels engage the track in constructions where the connecting pieces 26 are not used. Referring for example to Fig. l, and assuming that thesection 3 is attached to the train or? cars, it will be seen that when there is no relative vertical .movement between the two end sections and the central section, the section 3 would of necessity he required to move about apivot at the point where the wheel 6 engages the-track and thus lift up the section 2 and the section 1 before the pressure on the Lin-driven wheel '8 would he reduced "and under the conditions herein shown, the unbalanci-ng pressure due to the train is never sullicient to do this. hen the connecting pieces 26 are used this pivotal point will he where the springs 28 engage the connecting pieces 26. Thisvertical rigidity in the line oit' pull thereiore completely prevents any of the wheels from being lifted from the track, or their load carrying capacity reduced to-such an amount as to interfere with the operation of the locomotive. By maintaining this rigidity in the line of pull, yet permitting the sections to have a relative vertical movement about an axis substantially parallel to the line of travel of the locomotive I maintain the necessary condiions to secure the proper tr-active eiiort oi the locomotive and yet provide conditions which prevent any of the wheels from lacing lifted from the trac'lr where the track is uneven, and thus the combined result is the proper effective and eilic-ient action or the locomotive.

I claim:

1. An articulated locomotive comprising a central section, two end sections, four wheels for each of said end sections, two at each side th'ereol a pivotal connection hetween each end sect-ion and the central, section, each of said pivotal connections comprising a projecting part, a receiving part for receiving said projecting part, means for maintaining angular rigidity between the projecting part and receiving part in all vertical planes, a support lor said recelv ng part and a rocking connection be tween said receiving part and said support.

. 2. An articulated locomotive comprising a central section, two end sections, wheels on said end sections, a pivotal connection between each end section and the central section, each of said pivotal connections comprising a projecting part, a receiving part for receiving said projecting part, means for maintaining angular rigidity in all vertical planes between the projecting part andreceiving part, a support for the receiving part, a rocking connection between the receiving part and said support, the axis of said rocking connection being substantially parallel with the line, of travel of the locomotive.

3. An articulated locomotive comprising a central section, two end sections, wheels on said end sections, a pivotal connection between each end section and the central section, each of said pivotal connections comprising a projecting part, a receiving part for receiving said projecting part, means for maintaining angular rigidity in c all vertical planes between the projecting part and receiving part, a support for the receiving part, a substantially horizontal pivot connecting the receiving part and said support, said pivot being substantially parallel with the line of travel of the locomotive, and elastic means tending to resist the movement between said support and receiving part about said pivot.

4. An articulated locomotive comprising a central section, two' end sections, wheels for said end sections, the end sections being pivotally connected with the central section, means for'maintaining angular rigidity between the central section and the end sections in a longitudinal vertical plane, and means for permitting relative angular movement between one end section and the central section in a crosswise vertical plane.

5. An articulated locomotive comprising a central section, two end sections, wheels for said end sections, the end sections being pivotally connected with the central section, means for maintaining angular rigidity between the central section and the end sections in a longitudinal vertical plane, means for permitting relative angular movement between one end section and the central section in a crosswise vertical plane, and an elastic device for resisting this latter relative angular movement.

6. An articulated locomotive comprising a central section, two end sections, wheels for said end sections, two substantially vertical projecting parts rigidly connected with the central section at opposite ends there of, a receiving part on each end section, each receiving part receiving one of said projecting parts, cross pieces on each end section, said cross pieces provided with openings into which the receiving parts are received and a rocking connection between each receiving parts and its associated cross piece, said rocking connection having an axis substantially parallel with the line of travel of the locomotive.

7 An articulated locomotive comprising a plurality of attached sections, two engaging parts one on one section and the other on the attached section, said parts rotatably connecting the sections together so that said sections have relative rotary movement about substantially vertical axes, means for maintaining angular rigidity in all vertical planes between said parts, one of said parts being rigidly connected to one section the other part being movably connected to the other section so as to move vertically with relation thereto about an axis substantially parallel with the line of travel of the locomotive.

8. An articulated locomotive comprising a central section, two end sections, wheels on said end sections, an engaging part on each end section, cooperating engaging parts on the central sections, said parts rotatably connecting the sections together so that said sections have relative rotary movement about substantially vertical axes, means for maintaining angular rigidity in all vertical planes between said parts, the parts associated with the central section being rigidly connected thereto, the parts associated with the end sections being movably connected to said end sections so as to move vertically with relation thereto. about an axis substantially parallel with the line of travel of the locomotive.

In testimony whereof, I afiix my signature in the presence of two witnesses this 14th day of November, 1918.

' WILLIAM W. SLOANE.

WVitnesses:

MINNIE M. LINDENAU, MARION L. INGRAHAM. 

